United States Patent (19)
`Adams et al.
`
`11) Patent Number:
`45
`Date of Patent:
`
`5,065,962
`Nov. 19, 1991
`
`73 Assignee:
`
`(54) DIGITAL POWER CONTROLLER
`(75) Inventors: William J. Adams, Torrance; Barbara
`G. Jex Courter, El Segundo; Craig S.
`Fong, Torrance: Robert C. Murray,
`Inglewood; Paul A. Marshall,
`Burbank, all of Calif.
`Rockwell International Corporation,
`El Segundo, Calif.
`21 Appl. No.: 457,892
`22 Filed:
`Dec. 27, 1989
`51) Int. Cl. ....................... B64C 13/04; B64C 19/00
`52 U.S.C. .................................... 244/234; 244/220;
`244/175; 244/228; 74/491
`58) Field of Search ............... 244/234, 175, 220, 221,
`244/228, 230; 60/243, 39.281; 74/491;
`200/61.89, 61.9, DIG. 32, 61.85; 364/431.01
`References Cited
`U.S. PATENT DOCUMENTS
`l,909, 182 5/1933 Lanagan ......................... 244/234 X
`2,901,919 9/1959 Cravero ................................ 74/49
`4,567,786 2/1986 Sakurai ...........
`... 244/220 X
`4,574,651 3/1986 Nordström .
`... 244/234 X
`4,651,954 3/1987 Miller .............................. 244/234 X
`
`(56)
`
`
`
`4,686,825 8/1987 Cavasa et al. ................ 60/39.28 X
`4,901,952 2/1990 Curtis .................................. 244/234
`Primary Examiner-Margaret A. Focarino
`Assistant Examiner-James M. Kannofsky
`Attorney, Agent, or Firm-Lawrence N. Ginsberg;
`Charles T. Silberberg
`57
`ABSTRACT
`A digital power controller for an aircraft having a com
`puter controlled propulsion system is disclosed. A mov
`able handle is in electronic communication with a com
`puter of the propulsion system. The handle is position
`able is a neutral location for maintaining the aircraft at
`a substantially constant velocity and for resetting power
`command functions. The handle is also positionable in
`locations forward the neutral location for commanding
`increasing acceleration rates of the aircraft. The handle
`is positionable in locations aft the neutral location for
`commanding increasing deceleration rates of the air
`craft. A switch associated with the movable handle is
`engagable at the forward end aft positions for com
`manding velocity hold and for permitting reposition of
`the handle to the neutral location for resetting power
`command functions.
`
`10 Claims, 6 Drawing Sheets
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`COAMAO7AA
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`DJI-1007
`IPR2023-01104
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`U.S. Patent
`U.S. Patent
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`Nov. 19, 1991
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`U.S. Patent
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`U.S. Patent
`U.S. Patent
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`1.
`
`OGITAL POWER CONTROLLER
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`5,065,962
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`and internal, dictate that new controllers be developed,
`incorporating digital controls/connections.
`SUMMARY OF THE INVENTION
`The present invention is a digital power controller for
`an aircraft having a computer controlled propulsion
`system. In its broad aspects, the present invention com
`prises a movable handle in electronic communication
`with a computer of the propulsion system. The handle is
`positionable in a neutral location for maintaining the
`aircraft at a substantially constant velocity and for reset
`ting power command functions. The handle is also posi
`tionable in locations forward of the neutral location for
`commanding increasing acceleration rates of the air
`craft. The handle is positionable in locations aft of the
`neutral location for commanding increasing decelera
`tion rates of the aircraft. Switching means are associated
`with the movable handle and are engagable at forward
`and aft positions for commanding velocity hold and for
`permitting reposition of the handle to the neutral loca
`tion for resetting power command functions.
`In its more narrower aspects, the switching means
`includes velocity hold switching means for communi
`cating with the computer to maintain the aircraft veloc
`ity at a substantially constant speed and for activating a
`vernier control switch which provides incremental
`adjustments in aircraft velocity. Detent switching
`means is provided for communicating with the com
`puter to disengage velocity hold and to disengage the
`vernier control switch, thereby permitting power com
`mand functions.
`The present invention provides significant advan
`tages over the related art. Most conventional throttle
`controllers provide control which corresponds to a
`level of thrust. These controllers present a problem if a
`wide range of thrust is required. Particularly, with the
`advent of hypersonic vehicles the thrust levels would
`span such wide ranges that conventional position
`dependent thrusters would be rendered inoperable. The
`present applicants novel movable handle/switching
`means combination is particularly useful for use with
`these hypersonic vehicles.
`Furthermore, as noted above, the present invention is
`particularly useful with present co-applicants Adams
`and Jex Courter's patent application entitled "Translat
`ing Center Control Console', Ser. No. 288,502. Addi
`tionally, the digital design of the present invention obvi
`ates the need for the cables, linkages, and most electro
`mechanical devices common in conventional control
`lers.
`BRIEF DESCRIPTION OF THE DRAWINGS
`FIG. 1 is a schematic illustration of a side view of the
`preferred embodiment of the present invention, par
`tially in cross-section.
`FIG. 2 is a top view of the present invention, partially
`in cross-section, shown along line 1-1 of FIG. 1, with
`the handle removed for clarity.
`FIG. 3 is an end view, looking forward, taken along
`line 3-3 of FIG. 1.
`FIG. 4 is an electrical schematic of the switching
`system of the present invention.
`FIG. 5 is an alternate embodiment of the present
`invention, which utilizes a pivoting handle, radial cam
`and rotary transducer.
`FIG. 6 is an end view, looking forward, of the em
`bodiment of FIG. 5, taken along line 6-6 of FIG. 5.
`
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`BACKGROUND OF THE INVENTION
`1. Field of the Invention
`This invention relates to power controllers for air
`craft and more particularly to a digital power controller
`used to command acceleration and deceleration rates
`and for maintaining a selected velocity.
`2. Description of the Related Art
`Traditionally, propulsion control for aircraft has been
`by throttles which act as lever arms to control fuel flow
`via direct mechanical linkages to the engine, thus com
`manding greater or less power. More recently, fuel flow
`15
`has been controlled by electromechanical throttles. For
`example, U.S. Pat. No. 4,686,825, issued to V. Cavasa et
`al, entitled System For Supplying Fuel to an Aircraft
`Engine, discloses a system for supplying fuel to an air
`craft engine. The system has a pivoted throttle unit
`wherein the lever position corresponds to engine speeds
`settings.
`U.S. Pat. No. 4,567,786, issued to S. Sakurai, entitled
`Modular Multi-Engine Thrust Control Assembly, dis
`closes a modular thrust control lever assembly with
`pivoted levers whose positions correspond to engine
`speed settings. The Sakurai invention derives benefits
`from its compact envelope. Built-in throttle inhibitors
`prevent improper throttle movement in multi-engine
`applications.
`30
`Other inventional throttle assemblies operate, in prin
`ciple, by having lever position directly corresponding
`to fuel flow to the engine.
`Current and next generation high speed, high perfor
`mance aircraft require more input than merely flow or
`35
`engine speed to attain specific speeds. Other commands,
`such as engine configuration, must also be individually
`inputed by the pilot with current throttle systems.
`With these performance aircraft, the pilot would be
`required to manually perform many operations at once.
`A system which allows the pilot to make one action to
`control several functions simultaneously is desired. Ac
`complishment of this action necessitates a computer
`controlled system which commands fuel flow, engine
`configuration, etc. The invention described herein ad
`45
`dresses a controller for communicating pilot request for
`changes in airspeed to the computer. This type of con
`troller is also suited for a high g, highly agile fighter
`type environment.
`Present co-applicants, Adams and Jex Courter, have
`developed a novel control console for aircraft disclosed
`and claimed in U.S. Ser, No. 288,502 entitled "Translat
`ing Center Control System'. This center console is
`particularly adaptable for high-g environments. The
`center console provides a pedestal for the primary flight
`55
`controllers. The console is centrally located in front of
`the pilot. This center location, between the pilot's
`knees, and below and aft the front instrument panel,
`places limits on the size of the console, particularly the
`width. Use of the center console allows translational
`movement thereof for anthropometric adjustment and
`escape. Adaptation of flight controllers for use with the
`center console is problematic. Conventional flight con
`trollers cannot simply be relocated to the center loca
`tion from their side console positions. The electrome
`65
`chanical connections used are too large to fit within the
`confines of the center console. The packaging con
`straints imposed by console dimensions, both surface
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`66 sends a signal along the appropriate signal path re
`FIG. 7 is a face on view of an instrument panel of an
`sulting in incremental increases or decreases in velocity.
`aircraft, illustrating a center flight management console
`having the power controller of the present invention
`Returning the handle to the detent groove causes detent
`switch 52 to send a signal to the computer and resets the
`attached thereto.
`FIG. 8 is a view along line 7-7 of FIG. 6, illustrating
`velocity hold switch 64.
`At the start of operation of the digital power control
`the positional characteristics of the console and control
`er 10, the movable handle 36 is in the neutral detent
`ler.
`position. In this position, the rollerball 56 rests in detent
`The same elements throughout the figures are desig
`groove 30. For initial forward movement of the vehicle
`nated by the same reference characters.
`the handle 36 is moved to a position forward of the
`DETAILED DESCRIPTION OF THE
`detent 30 along handle guides 20, 22. This movement
`PREFERRED EMBODEMENTS
`translates linear transducer 58, the position thereof com
`municating desired acceleration rate changes. The dis
`Referring to the drawings and the characters of refer
`tance of the handle 36 from the detent groove 30 deter
`ence marked thereon, FIGS. 1, 2 and 3 illustrate a pre
`mines the rate of increasing acceleration or rate of in
`ferred embodiment of the present invention, designated
`creasing deceleration. Once the pilot obtains the desired
`generally as 10. A housing 12 supports a linear can 14.
`airspeed, the velocity hold switch 64 is depressed. This
`Linear can 14 includes vertical portions 16 which pro
`causes the computer 74 to select the current airspeed as
`vide mating surfaces for the housing through screw
`the speed for velocity hold. Depression of the velocity
`fasteners 18. Vertical portions 16 also provide mating
`surfaces for upper handle guide 20, lower handle guide
`hold switch 64 also activates the vernier control switch
`20
`22, upper travel limit stops 24 and lower travel limit
`66.
`Vernier control switch 66 may be used to make incre
`stops 26.
`mental speed adjustments. Movement of switch 66 for
`Linear cam 14 also includes a horizontal portion 28
`with an upper roller surface having a central detent
`ward/down commands incremental increases in veloc
`groove 30, a forward bump 32, and an aft bump 34.
`ity. Movement of switch aft/up results in incremental
`decreases in velocity. The pilot then moves the handle
`Elements 30, 32 and 34 provide tactile feedback of limits
`within the power control range, as will be discussed
`36 back to the central detent groove 30. Thus, rollerball
`56 falls into groove 30 resulting in the resetting of the
`below.
`A moveable handle, designated generally as 36 is
`velocity hold switch 64. The vernier control switch 66
`supported by the upper and lower parallel handle
`remains active at this time. The velocity hold function is
`maintained until the movable handle 36 is again re
`guides 20, 22. Handle 36 includes a handle shaft 38
`terminating in a handle grip 40. Upper and lower shaft
`moved from the central detent groove 30 and moved
`either forward or aft-forward for increasing accelera
`attachments 42, 44 and associated bushing/stops 46, 48
`tions and aft for increasing decelerations. Movement of
`provide smooth forward and aft motion for the handle
`the handle past the optional forward or aft bumps, rep
`36 along the parallel guides 20, 22.
`resents maximal acceleration or deceleration capabili
`The handle shaft 38 includes a shaft protrusion 50
`(shown most clearly in FIG. 3). Protrusion 50 supports
`ties.
`Referring now to FIGS. 5 and 6 an alternate embodi
`a detent switch 52 and a transducer clevis 54. The de
`ment of the digital power controller is illustrated, desig
`tent switch 52 contains a roller ball 56 that rolls along
`nated generally as 82. Controller 82 utilizes a pivoting
`the upper surface of the horizontal portion 28 of the
`handle 84 with a radial can 86 and a rotary transducer
`linear can 14. The transducer clevis 54 attaches a linear
`88. This provides an optional packaging envelope for
`transducer 58 which is mounted on the housing 12 with
`use in selected applications. The other operational fea
`two threaded fasteners 60. The transducer 58 is attached
`tures are the same as in the previous embodiment.
`to the transducer clevis 54 by fastener 62.
`Referring now to FIG. 7 the power controller 10 of
`The handle grip 40 includes a velocity hold switch 64
`45
`which may be, for example, a thumb operated button.
`the present invention is illustrated in combination with
`a center flight management console 90 disposed on an
`Grip 40 also includes a vernier control switch 66, which
`may be, for example, index finger operated.
`instrument panel 92. The center console 90 may be of
`the type disclosed in co-applicants Adams and Jex
`The associated wiring from the velocity hold switch
`Courter's copending patent application entitled,
`64 and vernier control switch 66 and the detent groove
`"Translating Center Control System', Ser. No. 288,502,
`52 are combined as a wire bundle 68 in the handle shaft
`filed Dec. 21, 1988 which is hereby incorporated by
`38, which protrudes from the lower end of the handle
`36. The wire bundle 68 provides a loop at the bottom of
`reference. The housing 12 of the controller 10 is
`the housing 12 to allow for handle travel. Clamps 60
`mounted within the pedestal 94 of the console 90. The
`and grommet 72 provide secure mounting to the hous
`controller 10 is located to the left of the flight control
`55
`stick 96. The controller 10 has a small, adaptable pack
`ing. Wire bundle 68 attaches to the computer 74.
`age which is particularly suited for use with console 90.
`FIG. 4 illustrates a preferred electrical schematic of
`the switching system of the present invention. Move
`The aforementioned characteristics of the controller 10
`ment of the handle from the detent groove depresses the
`allow for a wide range of operations within a small
`volume. For example, the handle 12 preferably has a
`detent switch 52. This sends a signal to the computer to
`total translation of approximately inches. However, this
`check the phase of the signal from the linear transducer
`can be varied to meet the specific packaging require
`58, closes switches 76 and 78, and disengages velocity
`hold. The amount of movement of the linear transducer
`ments.
`The location of the transducer 58 may also be varied
`58 determines the rate of acceleration.
`to meet a specific design requirement. For example,
`When the desired airspeed is achieved the velocity
`hold switch 64 is depressed. This disengages switches
`referring now to FIG. 8, it can be seen that the linear
`transducer 58 is on the forward end of housing 12 to fit
`76 and 78 and closes switches 80 to activate the vernier
`control switch 66. Operation of vernier control switch
`within the volume of center console 90. (This is distin
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`disengage the vernier control switch, thereby per
`guishable from the rear transducer location illustrated
`mitting power command functions.
`in FIG. 1.) FIGS. 7 and 8 are adapted from patent appli
`4. The digital power controller of claim 1 further
`cation Ser. No. 288,502, and have been modified to
`including linear handle guide means for providing
`incorporate the digital power controller 10 of the pres
`movement of said handle in a substantially linear direc
`ent invention.
`tion.
`Obviously, many modifications and variations of the
`5. The digital power controller of claim 1 further
`present invention are possible in light of the above
`including means for providing radial movement of said
`teachings. It is therefore to be understood that, within
`handle.
`the scope of the appended claims, the invention may be
`6. A digital power controller for an aircraft having a
`practiced otherwise than as specifically described.
`computer controlled propulsion system and a center
`For example, for aircraft having afterburner capabili
`console of the type including a pedestal disposed in a
`ties, movement of the handle forward of the forward
`central location between the pilot's knees, and below
`bump engages the detent switch which sends a signal to
`and aft the front instrument panel of the aircraft, said
`the computer to command afterburner.
`digital power controller comprising;
`Similarly, for aircraft having reverse thrust capabili
`(a) a housing mounted within said pedestal;
`ties movement of the handle aft of the aft bump engages
`(b) a movable handle attached to said housing and in
`the detent switch which sends a signal to the computer
`electronic communication with a computer of said
`to command thrust reversal, provided other conditions
`propulsion system, said handle being positionable
`are net.
`in a neutral location for maintaining the aircraft at
`Either of the previous embodiments may be easily
`a substantially constant velocity and for resetting
`modified for multiple engine/multiple handle applica
`power command functions,
`tions.
`said handle being positionable in locations forward
`We claim:
`said neutral location for commanding increasing
`1. A digital power controller for an aircraft having a
`acceleration rates of said aircraft,
`25
`computer controlled propulsion system, comprising:
`said handle being positionable in locations aft said
`(a) a movable handle in electronic communication
`neutral location for commanding increasing de
`with a computer of said propulsion system, said
`celeration rates of said aircraft; and
`handle being positionable in a neutral location for
`(c) switching means associated with said movable
`maintaining the aircraft at a substantially constant
`handle, said switching means engagable at said
`30
`velocity and for resetting power command func
`forward and aft positions for commanding velocity
`tions,
`hold and for permitting reposition of said handle to
`said handle being positionable in locations forward
`said neutral location for resetting power command
`said neutral location for commanding increasing
`functions.
`acceleration rates of said aircraft,
`7. The digital power controller of claim 6 wherein
`35
`said handle being positionable in locations aft said
`said moveable handle further includes a vernier control
`neutral location for commanding increasing de
`switch for incremental adjustments in aircraft velocity.
`celeration rates of said aircraft; and
`8. The digital power controller of claim 7 wherein
`(b) switching means associated with said movable
`said switching means includes:
`handle, said switching means engagable at said
`(a) velocity hold switching means for communicating
`forward and aft positions for commanding velocity
`with said computer to maintain the aircraft veloc
`hold and for permitting reposition of said handle to
`ity at a substantially constant speed and for activat
`said neutral location for resetting power command
`ing said vernier control switch; and
`(b) detent switching means for communicating with
`functions.
`2. The digital power controller of claim 1 wherein
`said computer to disengage velocity hold and to
`45
`disengage the vernier control switch, thereby per
`said moveable handle further includes a vernier control
`switch for incremental adjustments in aircraft velocity.
`mitting power command functions.
`3. The digital power controller of claim 2 wherein
`9. The digital power controller of claim 6 further
`said switching means includes:
`including linear handle guide means for providing
`(a) velocity hold switching means for communicating
`movement of said handle in a substantially linear direc
`50
`with said computer to maintain the aircraft veloc
`tion.
`ity at a substantially constant speed and for activat
`10. The digital power controller of claim 6 further
`including means for providing radial movement of said
`ing said vernier control switch; and
`(b) detent switching means for communicating with
`handle.
`said computer to disengage velocity hold and to
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